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Before starting, the aircraft documentation had to be studied, to find out what maintenance procedures had been done and to learn if it was necessary to look for a specific problem during the flight.
In this documentation there is a RED tab on the file where the condition of the aircraft is listed and states if the plane is READY FOR FLIGHT. The test pilot must sign in the designated place taking the responsibility for the flight.
The exterior inspection is not much different from the one done on normal flights, going over all the points indicated on the” check-list”, even though the pilot should have it memorized.
Special attention should be given to any loss of fluids and type, (water, hydraulic, fuel or oil) and frequency, (number of drops per minute) and obviously, the source of the leak (if possible). The line mechanic, that accompanies the pilot, will give his opinion and if it is necessary, it will be required the presence of a specialists (hydraulic, engine or fuel). If the doubts are not resovel the flight should be ABORTED.
If no fluid leaks are detected, the exrernal inspection would continue where the mechanic removes the land security clips as they walk by where they are installed.
At the same, time they look to see that no panels are left open ( to prevent them from coming lose during the flight), forgotten tools or external tanks not supported properly or left open.
Also, in the walk through, the air intakes, static and dynamic, are inspected for cleanliness , the freedom of movement of the winglet that measures the angle of attack, the hydraulic pressures, condition of the tail hook, the movement of the nozzels, (winglet that regulates the aperture for exhaust gasses, the condition of the shock absorbers and the wheel covers, the brakes and anti-skid system (to prevent locking the wheels while braking).
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Before entering the cockpit, the condition of the canopy and
cockpit are examined, then the belts and harness are placed in
position, the emergency survival kit, located underneath the
seat, is inspected and the pressure of the emergency oxygen
supply is verified and after checking that the mechanic has
removed all the Security clips, escept the one installed in the
ring of the ejection seat, the cockpit is entered. Then, the retractable spurs (the ones that support the legs in case of ejection) are hooked up, the oxigen supply, the radio and the anti-g is connected, once these four steps are taken, the pilot is tied to the harness, with the help of the mechanic, to make sure that is well adjusted to the seat. |
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It is veryfied that the penetration and navegation charts, list of tests and emergency procedures, are collected in the pockets of the anti-g or in another place where they will not interfere with the flight controls or equipment controls. Over the leg, on the “piernografo”, (leg note pad), (photo in the Objects seccion), should have the necessary material to make notes about dicrepancies or instructions from air trafic flight controllers.
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Once the pilot is installed in the cockpit, it is verified that all
of the equipment switches are in the position indicated by the
check-list and that all circuit breakers are in, except some
especific ones, like the one that corresponds to the
armament, which will be connected on the
take off. |
Once this inspection is completed, the mechanic is signaled to connect the electrical power.
When the mechanic connects the external energy, the light CAUTION is energized and a series of warning lights that correspond to the systems that are supplied by the engine running (oil, hydraulics).
Must be
checked:
-
FIRE WARNING
LIGHTS
-
The AUXILIAR COMPENSATOR
in
NORMAL
-
The INERTIAL NAVIGATION
in STAND-BY
(waiting, or better, warming up in this case) AMBER light energized.
- That no CIRCUIT BREAKER has pop-up.
The check-list contains a total of 79 elements to inspect before finally starting the engine, only the most important are detailed.
It is verified that the fuel valve is in the normal position and with this everything is ready to start the engine
Signal the mechanic about starting the engine. He, after making sure that the air intake and exhaust areas are clear, will give the O.K. signal.
- Starter switch Nº 2 is
momentary pressed
- RPM, verify that it indicates that the engine is turning and shows power percentage.
- Throttle, once the motor is turning, the throttle lever is momentarily advanced past the IDDLE positioin and
returned back
rapidly.
reached or they exceed 800 PPH, it will produce a rough start or a hot start with the posibility of a fire and
damage to the
engine.
On either case
-
Place starting switches
Nº1 and Nº2 on STOP and investigate the
problem
If the starting is normal, the engine will reach the RPM of 40% before one minute, in that case:
-
Starting switches to
STOP
-
External power, signal the mechanic to
disconnect.
-
Generators, they will start automatically
when the external power is disconnected. If any of the two generators does not
start automatically, press the RESET button and if still does not connect, it
will be necessary to ABORT the flight.
With
the engine at IDDLE, verify the following parameters:
- The exhaust NOZZLES set to 8.5 and 9.5
-
RPM at 67%
+/-1%
-
EGT (exhaust gas
temperature) between 320ºC and 420º, this temperature changes as a function of
the exterior temperature.
-
Oil Pressure, 12 PSI (pounds per square
inch).
-
Fuel Flow, stabilized between 700 and 1600 PPH (pound per
hour)
Once verifying that the engine is stabilized, the cockpit checks are continued:
-
INERTIAL NAVIGATOR, check that the Base
geographical coordinates are inputted and the corresponding geographical
variation. As well as inputting the pakage of destination points. If the AMBER
LIGHT turns “OFF”, it signifies that the equipment is warm (160ºC), then go to ALING.
Select ALING and a green light on the equipment will turn “ON”, in one minute it will indicate that it has alignment in pitch and roll. The equipment will continue the alignment in sequence during 1 minute and 15 seconds, if is not like that, make a note of the discrepancy.
-
WINDSHIELD WIPERS,
check proper working order
- INFRAREDS, check proper working order.
-
RADAR, turn it on and place it on
STAND-BY
- DEICER, turn on and the warning light will turn “ON”, turn it off and the light should dissapear in 5 seconds, if it
remains “ON”, ABORT the flight
-
TACAN and RADIO, turn on and
verify
- SIF (XXXX) in STAND-BY.
- AIR BRAKES, signal to the mechanic that they are going to be deployed and wait for the answer from him
confirming (brakes out) and retract the breaks with
the confirmation of the mechanic.
- SYSTEM HYDRAULIC PRESSURE,
the Nº2 should move up and down between 2.175 PSI and 3.300
PSI.
- FLIGHT CONTROLS, free:
· Actuate the ailerons and depth rudder, in these two tests the
hydraulic pressure can not be lower than 2.600 PSI or go up past 3.300 PSI
before stabilizing at 2.850 PSI.
· Actuate the vertical stabilizer, and verify that the preassure oscillates very little.
·
All of these tests will be done completing acircle movement of the fligh controls.
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COMPENSATOR, with the joystick centered,
verify that it actuates the ailerones and depth rudder when the compesator
control is actuated which is situated on the joystick, the switch should be
returned to the central possition after ending the test.
The compensator must be left in take-off position, which will be veryfied by a green indicator light in the cockpit.
The mechanic must verify that the exterior compensation marks are aligned, if there is a discrepancy the flight must be ABORTED.
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DAMPERS, (flight control absorbers),
disconnect and re-connect in the following sequence:
· Roll, pitch and yaw.
Observe movement on the flight controls,
confirmed by the mechanic and oscillations in oil
pressure.
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PITOT, light up for 5 seconds and have
confirmation from the mechanic that it is warm.
- ANGLE of ATTACK INDICATOR. With flaps up and joystick free, the mechanic rotates the exterior winglet and the pilot observes in the cokpit the correspomding indicator.
When this indicator shows between 4 ¼ and 4 ¾ the joystick will start vibrating. The mechanic will continue rotating the exterior winglet to the end. With the aircraft´s landing gear extended, the control joystik should not be automatically moved forward when the indicator reaches 5.
The mechanic will leave the winglet in neutral position.
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ANTISKID, disconnect and the corresponding light
in the cockpit will turn on, reconnect and it will turn
off.
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FLAPS, they are checked in two
positions:
· Landing, flaps lever to landing, the mechanic
checks for warm air comming out from between the flat surface and the
flap, to augment the lift at landing.
· Take
off and maneouvers, flaps lever in this position and the mechanic will
verify the absence of air.
Exhaust gasses NOZZLE, verify the emergency blockage by pulling on the corresponding handle. The
indicator should show between 1 and 3. Push the handle to the normal position and the indicator should
show between 3 and 4, it being the correct position during iddle.
The movements should be made quickly and of 1 second duration, with the engine at iddle.
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INERTIAL NAVIGATOR, once again it is checked
and if the green light is flashing, it is placed in NAV
(navigation). If for any reason this does not occur wait until the flashing
starts and make a note of the time delay
- SECURITY CLIP of the EJECTION SEAT, remove it and show it to the mechanic who in turn will show the clips that he has removed in the exterior.
Once the internal inspection is completed, the rolling to the head of the runway begins.
Instructions are asked from the TWR (Air Trafic Control Tower) and the altimeter is adjusted per data received. Verify that the possible error is within limits.
The
mechanic is signaled to retired the wheel blocks, he removes them and returns
the signal.
The canopy, at the pilots discretion, can be closed at this point or it can be left open until the head of the runway is reached, except with winds of 50 KTS (knots) or more, which it is requiered to have it closed.
Throttle up to 60% RPM and when the aircrat starts to move throttle back to iddle and try the brakes.
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NOSE WHEEL, it is connected before the
first turn.
-
ANTISKID, disconnect and try the brakes, turn back
on.
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TACAN, INERTIAL, RADAR. Verify proper
funtioning and leave in the desired position.
-
SIF, verify that it is on
STAND-BY.
- ARTIFICIAL HORIZON, adjust to 5º
of low nose.
- TURN and BANK, verify that it moves on the turns.
- VERTICAL
SPEED INDICATOR, adjusted to
zero.
- EMERGENCY COMPASS, verify proper funtioning comparing directions with principal directional compass.
Once the head of the runway is reached, we stop and ask authorization from the TWR to enter.
Once the TWR has authorized the entry into the RUNWAY, making sure that there are no aircraft on final approach to land, we advance and align the aircraft with the center and stop at the 10 sign, which signifies that there are 10.000 feet left of runway.
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COCKPIT, make sure that it is closed,
blocked and the three hooks snapped in.
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EXTERNAL TANKS, supplying
fuel
- SPURS, hoocked-up.
-
SAFETY HARNESS,
adjusted
- LANDYARD connected. (hoocked-up for immedite opening).
- FLAPS, in take off position.
- AIR BRAKES, inside.
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OXIGEN,
verify quantity, pressure,
supply indicator and connections.
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RADIO, RADAR, TACAN, SIF,
in the
required position.
- EJECTION SEAT SECURITY clip, verify again that it has been removed.
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PITOT and
DEFOG, select in the required
position according to meteorology.
-
COMPENSATOR,
in take off
position
Just before taking off, the engine is checked for proper performanced, for that:
- BREAKS, fully depressed.
- GASSES, throttle full.
-
RPM, at 100% +/-1%
in 10 seconds
- EGT, the exhaust temperature, should be 590ºC +/-10ºC, oscillations of up to 10ºC are admissible if they are not produced at a frequency lower than 5 seconds.
-
NOZZLE,
exhaust gasses between 1
and 3.5
- FUEL FLOW,with EGT normal and an elevation of 2.000 feet and an ambient temperature of 13ºC, the reading should be 7.000 PPH +/-500 PPH.
Never the less, other elevations and temperatures will result on different readings, which should had been calculated previosly.
- OIL PRESSURE, any, within the margin given on the indicator.
During cold times, excesive marks can be produced, however they tend to normalize as the oil warms up, –10 PPSI mark is admissible as a minimum mark.
If a mark within the limits is not obtained, ABORT the flight.
- ENGINE, rappidly reduce power to iddle and observe if there are signs of loosing compression. When the RPM reaches 80%, full throttle again, to obtain 100% RPM.
At this
moment we are getting ready for take off
With the engine at 100%, ask the TWR for
authorization to take off. If there are delays, reduce throttle to iddle and wait for
authorization. If they authorize us immediately :
-
BREAKS, release.
- ENGINE INSTRUMENTS, check and look for indications Ok.
- GAS CONTROL, afterburner at minimum. Increase in thrust should be noted.
-
RPM, small drop and then will
stabilize at 100%
- EGT, increases to above 600ºC and then it stabilizes between 580ºC and 600ºC.
- NOZZLE, stabilized between 3,5 and5.
- GAS CONTROL, full afterburner, New increase of thrust.
-
ENGINE INSTRUMENTS, check to see that they are
within normal limits after turning afterburner to
maximum.
- NOZZLES, move to between 7.5 and 9.5 within the admisible limits at maximum afterburner.
- ACCELERATION, verify that 135 KTS are reached by sign 6 of the runway, in other words, 4,000 of runway have been used and 8,000 feet are left.
- TAKE OFF POSITION, about 10 or 20 KTS before reaching, take off velocity, rotate the aircraft nose to 5º avobe the horizon.
Which signifies that the nose is up 10º, since it was positioned at 5º of low nose before take off.
- GO-NO-GO, (take off or abort), verify that the lift off speed of 185 KTS is reached by runway sign 5, which means that there are5,000 feet of runway left.
These speeds are calculated for a weight of 20,000 pounds, wind velocity zero, a temperature of 40ºC and a flat
runway.
- AIRCRAFT is AIRBORNE, if everything is well, the aircraft lifts off when it reaches the speed mentioned before.
- LANDING GEAR, gear up as soon as it is airborne, since the speed limit of the gear or any of its movil parts is 260 KTS, being aware that it takes 5 seconds to retract.
- FLAPS, up at 260 KTS of AIS (indicated air speed).
Verify that landing gear and flaps
indicators show that are up.
- AFTERBURNER, reduce, verify that the NOZZLES tend to close and to pass to military power, positioning and stabilizing at 1 and 3.5.
-
WARNING LIGHTS, verify that all
are turnrd off
Once airborne and after clearing the trafic that the corresponding flight controlers had ordered, go to the test area. After passing 5,000 feet disconnect the LANDYARD, (handle, for automatic opening of parachute) and verify normal operation of oxigen and fuel flowing and fuel in the exterior tanks.
Check the cokpit pressure and it should indicate 5.000 while the altitude is beloww 18.500.
Up to this moment everything on the aircraft has been checked and verified so that all systems are functioning correctly and within the correct parameters
Once in the asigned zone for the fly tests to be performed, it is started by:
- NAVEGATION SYSTEMS, verify correst indications of TACAN and the INERTIAL.
- AUTOMATIC PILOT, connect the automatic pilot in its different modes and verify its correct operation.
- MANEUVERABILITY of the AIRCRAFT, maintain 15,000 feet altitude and disconnect, one by one, the flight control dampers and verify that the system, although degraded still permits comm and control.
Verify that during pitch, if an oscillation is induced with the damper connected is stopped with one oscillation,
where as with it diconnected it takes about 4 or 5.
Continuing with the test, disconnect the three
dampers to prove that the aircraft is still controllable.
- WARNING of LOSS, with 80% of power and flaps up, softly raise the aircraft nose and observe the angle of attack indicator.
Between 4 ½ and 4 ¾ the joystick starts vibrating and as it reaches 5, it will be moved forward automatically
until it passes ½
inch over the normal position.
Once all flight control tests are finished, compensate the aircraft and observe its stability, we then will move to performe some acrobatic maneuvers and check the G´s indicator.
After finishing and passing all these tests, we will go up to 35.000 feet in the direccion of Villarobledo to start a run at Mach 2, (see FLIGHT TO MACH 2).